Safety lock for railway switches



March 10, 1925. 1,529,356

7 w. T. HARDY I SAFETY LOCK FOR RAILWAY SWITCHES Filed July 5. 1924 '2 Sheets-Shegt 1 f. 7; gig/TOR. 60 .1 BY M7 H z ATTORNEYA 4 March 10. 1925. 1,529,356"

w. T. HARDY SAFETY Locx FOR RAILWAY SWITCHES Filed July 5. 1 2 2 Shuts-Sheet 2 A TTORNEY! Patented Mar. 10, 1925.

WILLIAM T. HARDY, or HOUSTON, Texas;

SAFETY LOOK FOR RAILWAY SVJITOHES.

Application filed July 5,

This invention relates to new and useful improvements in a safety lock for railway switches.

One'objectof the invention is to provide a device of the character described adapted to be usedin connection with the conventional switch stand, and switch throwing apparatus, and is provided for the purpose of looking a railwayswitch in open position in case the "switch throwing apparatus should become broken or disabled. I

It is quite common in the operation of railways, for the conventional switch stand to become broken by objects projecting out from passing trains or by meddlers, and in such case the switch is liable to be accidentally shifted into closed position, often resulting in accidents. vention to provide a. safety device which will normally lock the switch in open position, to permit trains to pass along the main line.

Another object of the invention is to pro-.

vide a locking device which'may be readily released when it is desired to throw the switch into closed position.

With the above and other objects in view, the invention has particular relation to certain novel features of construction,- operation and arrangement of parts, an example of which is given in this specification and illustrated in the accompanying drawings, wherein v Figure 1. shows a plan view of a section of a rail showing the main track, and a switch associated therewith, together with the switch stand, and switch throwing mechanism.

Figure 2 shows a transverse sectional view taken on the line 2-2 of Figure 1 showing the switch locked in open position.

Figure 3 shows a similar view, with the safety device released showing the switch in closed position; and,

Figure 4c shows a transverse sectional view taken on the line 4l-4: of Figure 3.

In the drawings, the numerals 1 and 2 designate the rails of the main track, and the numerals 8 and 4 designate the rails of It is the object of this in- 1924; Serial No. 724,373.

the switch track. The numeral 5 designates the switch stand in which is rotatably mounted the vertical shaft 6 whose lower end is formed with the throw arm 7. The shaft 5 may be turned back and forth by means of the handle 8 which isfixed thereto, and is provided with a depending lug 9 adaptedto engage-in eitherof-the notches 10 or 11 of the table 12, to lock the switch in closed or open position. The'freeends of the rails 2 and 3 are fastened to the bar 13 which is arranged underneath them, and a link 14 is pivoted at one end to the outer end of the throw arm 7, and is connected at its other end to the adjacent end of the bar 13. It is obviousthat by shifting the handle 8, the switch may be thrown into open or closed position. The mechanism hereinbefore described is conventional and in common use. It often happens, however, that the switch throwing mechanism becomes broken as hereinbefore stated, and in such case, there is nothing to prevent the switch from becoming accidentally closed, by vibration of passing trains or from other causes. The safety mechanism hereinafter described is int-ended for the purpose of normally holding the switch locked in open position. For this purpose there is provided upon the bar 18, an upstanding lug 15, and spaced from this lug there is fastened upon the adjacent ties'a metal place 16, hinged to which there is a latch 17 whose free endis'formed with the lateral ears 18, 18. When the switch is in open position the free end of this latch is in engagement against the lug 15, as shownin Figure'2, and it holds the switchlocked-in open position. Fastened between the adjacent ties there is the bracket 19 upon which the bar 13 slides. Underneath this bracket there is a yoke 20 upstanding from the free ends of which are the lift rods 21,. 21, which work through suitable bearings in the bracket 19, and arealigned under the ears 18, 18. Surrounding these respective rods, and interposed between the yoke 20 and the bracket 19, are the coil springs 22, 22. These springs normally hold the rods 21 out of contact with the cars 18, so that the device will be in locked position as shown in Figure 2. The numeral 23 designates a release bar, which is slidable in suitable bearings, and whose end adjacent the yoke 20 is beveled as at 24:. A pushrod 25 is connected to the outer end of the bar 23, and works through a suitable bearing 26, and has its end 27 upturned. There is a coil spring 28 surrounding said push rod and interposed between the upturned end thereof, and the bearing 26. This push spring normally holds the release bar 23 withdrawn from underneath the yoke 20, as shown in Figure 2. When it is desired to throw the switch into closed position the upturned end 27 of the push bar 25 may be forced inwardly by the foot of the operator as indicated in Figure 3, and the beveled end of the release bar 23 will thereby be forced underneath the yoke .20, forcing the rods 2111p against the ears 18, thereby releasing the latch 17 from the lug 15, and permitting the switch to be thrown into closed position. WVhen push rod is released, the spring 28 will carry the release bar out of contact with the yoke 20, and the springs 22 will withdraw the rods 21, permitting the latch 17 to drop back into position to engage behind the lug 15, when the switch is again open.

What I claim is l. The combination with railway track, having a switch and means for throwing the switch into open or closed position, of an independent locking device for locking the said switch in one of said positions, said device including a latch and a co-operating catch, said catch being carried by the switch mechanism and the latch being fastened to a fixed support, and a spring member adapted to release the latch from the catch. 7

2. The combination with a railway track, having a switch and means for throwing said switch into open or closed position of an independent locking device for locking said switch in one of said positions, said device including a latch and a co-operating catch, said catch being carried by the switch mechanism and the latch being fastened to a fixed support, and a yieldably mounted,

abutment against which the latch is adapted to engage to lock the switch in one of said positions, one member of the locking device being carried by the switch mechanism and the other member being stationary relative to said mechanism, a yieldably mounted member, normally in inactive position, and manually actuated means for actuating said yieldably mounted member to release said latch.

4. The combination with a-railway track, having a switch and a mechanism for throw ing the switch into open or closed position, oil. a locking device, including a latch and an abutment against which the latch is adapted to engage to lock the switch in one of said positions, one member of locking device being carried by the switch mechanism and the other member being stationary rela-- 5. The combination of a railway track having a switch and a mechanism for throwing the switch into open and closed position,

of a locking device, including a latch and an abutment against which the latch is adapted to engage to lock the switch in one of said positions, one member of the locking device being carried by the switch mechanism and the other member being stationary relative to said mechanism, said latch being normally in position to engage said abutment, a yieldable member normally in inactive position and manual means for actuating said yield able member to release said latch and means for holding said manual means normally in inactive position.

In testimony whereof I have signed my name to this specification in the presence of two subscribing witnesses.

l/VILLIAM T. HARDY Witnesses:

J. A. WATSON, WM. A. CATHEY. 

